Crash position signalling indicator



March 4, 1958 L. H. NEWBROUGH ,8

CRASH POSITION SIGNALLING INDICATOR Filed June 3. 1955 5 Sheets-Sheet 1 lOO g9 RADIO TRANSMITTER CLOCK e 2 BATTERY INVENTOR. LOUIS H. 'NEWBROUGH PM A ggf AETTORNEYS March 4, 1958 L. NEWBROUGH I 2,825,803

CRASH POSITION SIGNALLING INDICATOR Filed June 3, 1955 I5 Sheets-Sheet 2 Fig.5

INVENTOR. Fig. 4 ows H. NEWBRO-UGH March 4, 1958 L. H. NEWBROUGH 2, 825,803

CRASH POSITION SIGNALLING INDICATOR Filed June 5. 1955 3 Sheets-Sheet 5 7 INVENTOR.

ouls H. NEWBROUGH WQWM v United States Patent 2,825,803 CRASH POSITION SIGNALLING INDICATOR Louis H. Newbrough, El Cajon, Calif.

Application June 3, 1955, Serial No. 513,171

4 Claims. (Cl. 250-47) (Granted under Title 35, U. S. Code (1952), sec. 266) The invention described herein may be manufactured and used by or for the Government of'the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

This invention relates to markers and more particularly to improvements in signalling and locating devices for ditched vehicles.

The need for emergency crash apparatus to indicate the position of a crashed or ditched vehicle, whether it be an aircraft, submarine, surface craft or the like, has been recognized and, as can be expected, various equipment has been devised to cope with this emergency. Some of such survival equipment utilize a crash-ejected signalling capsule or shell without positively latching the ejection mechanism. While in other mechanisms no suitable operational control is provided making it possible to accidentally discharge the device, especially in carrier-operations where aircraft are subjected to large landing impact as an operational requirement. Accidental release of the indicator is costly, and in some types of equipment an emergency signal is automatically transmittedcausing a needless alarm.

The cost of most rescue operations is quite substantial considering the size and the number of activities that usually participate, and particularly those operations which are prolonged because of the absence of accurate information regarding the time of the crash.

According to the invention the crash position indicator comprises a housing fixed to the vehicle for an ejectable shell which contains the indicating means. A latching mechanism is provided for securing the shell to the housing being operable by a release mechanism either automatically by a force-responsive device upon crash of the vehicle, or through manual operation by the vehicle operator. A safety lock accessible to the operator is provided to disarm the force-responsive device when conditions warrant such action. A clock mechanism may be mounted in the shell and operable when the shell is ejected to record elapsed time since the crash. A radio transmitter and power source may also be mounted in the shell and associated with the clock mechanism to transmit a periodic emergency signal. The shell may also house a spool of antenna wire that is elevated and suspended in the air by a balloon inflated upon shell ejection.

A principal object is to provide a position indicator having an ejectable shell with a positive latching means to prevent accidental displacement of the shell, and having force-responsive means for automatically releasing the latching device when the vehicle is subjected to a predetermined impact.

A further object is to provide a manual control over the release mechanism, the force-responsive means, and to enable the shell to be manually released by the vehicle operator.

Another object is to provide a clock mechanismfor recording elapsed crash time, and which mechanism may 2,825,803 Patented Mar. 4, 1958 be associated with a radio transmitter for keying the transmission of periodic emergency signals.

Still other objects are to provide a crash indicator having a compact and buoyant construction; andto provide such an indicator with a cylindrical inflated balloon and a puncturing mechanism therefor having a latch mechanism to prevent accidental release.

Other objects and many of the attendant advantages of this invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered incon'neetion with the accompanying drawings wherein:

Fig. 1 is a longitudinal section of the crash position indicator of this invention;

Fig. 2 is an enlarged top plan takenalong line II-II of Fig. 2 showing the latch mechanism inlocked and released positions; I

Fig. 3 is a diagrammatic view of a manual control system including a force-responsive mechanism for-automatically releasing the latch mechanism;

Fig. 4 is an enlarged section of the gas balloon cylinder and puncturing mechanism;

Fig. 5 is an enlarged bottom plan of the puncturing mechanism taken along line VV of Fig. 4;

Fig. 6 is a top perspective view of a clock recording and signalling device; and I Fig. 7 is a cross-section of a light signalling float.

Referring now to the drawings, wherein likereference characters designate like 'or corresponding parts throughout the several views there is shown generally in Fig. l, a crash position indicator 10 which comprisesa housing 12 preferably cylindrical having a bottom wall 13 and an open upper end delineated by a peripheral flange 14 for permanent attachment to a fuselage skin 16 of an aircraft or the outer surface of another vehicle on which the' indicator may be employed. The most suitable location for the indicator on aircraft is inside the fuselage on the upper contour just forward of the vertical stabilizer and installed at any desirable discharge angle.

An ejectable shell 18 having a bottom wall 19 is concentrically disposed and slidably mounted within housing 12, the shell being secured therein by a latching mechanism 20 connected between the bottom walls of the housing and shell in a space 22 therebetween. Space 22 is'also occupied by a shell ejector, such as a coil spring 24, that is maintained under compression by the latching mechanism until released automatically or manually at the discretion of the pilot or operator. The open ends of both shell 18 and housing 12 are sealed by a cover 26, snap-attached to the housing, as shown in Fig. 4, and dis placeable by the ejected shell, the shell containing a plurality of signalling components energized upon ejection and later to be described.

Latch mechanism 20 is conveniently housed in the core of ejector'spring 24, and includes an axially extending shaft 39 having its base journalled at 32 to the hous ing and terminating at the upper end in an integral latch plate 34 adapted to releasably engage a catch plate-36 secured by screws 37 to shell bottom 19. Referring to Fig. 2, latch plate 34 is fabricatedwith a peripheral flange 35 along its edge to provide rigidity, and is provided with a plurality of radially extending arms 38, three'bein'gshown, on which are transversely supported casters 40. In

the locked position, as illustrated in solid lines, each caster lll engages a corresponding latch tab 42 formed on plate 36, and in a released position, shown in broken lines,

latched plate 34 has been rotated to where the casters have rolled into recesses 44 between tabs 42, at which time the shell is free to be propelled out of the housin'g'by' spring 24. Latch shaft 30 is spring urged tothe released position by a tension spring 46 connected to one end to;

3 a shaft arm 48 and anchored at the other end by log 47 to the housing bottom 13. The latch mechanism is locked in a tensioned position by a release pin 49 which slidably projects through housing bottom wall 13 and extends into shown, which will also provide improved cushioning of the components to shock of ejection and the subsequent shell landing on water or terrain. Space 9-1 in the shell above casing 86 provides stowage for a suitably colored the path of shaft arm 48 to prevent shaft rotation by spring 6 balloon 92 inflatable from a cylinder fi contain 46 until release is etTected by the withdrawal of pin 4). lighter-than-air gas, the cylinder being rcieasabl y To avoid accidental release of latch mechanism by roported by a spring bracket 96 attached to the shell. I tation of shell 18, one or more guides may be provided end of antenna wire 84 is connected to the l'" sm to hold the shell suihiciently rigid within housing 12, and through the hollow insulated spool shaft and ti i .al may comprise a spline 39 integrally formed on the housing 10 several feet of the wire is adequately insulated to pron. bore and adapted to slidably engage a keyway 41 in the grounding by the ejector, terrain or water. T he free cm: housing to permit only a longitudinal movement ther eof the antenna wire is connected to cylinder S b'j' sllfij tWeen- 93 for elevation into the air when the balloon ism- An important feature of the invention is to provide both hated by the action of a cylinder-puncturing mechanism an automatic and manual control over the withdrawal of 2%, shown in Figs. 4 and 5. pin 49 and the release of the latch mechanism, and this Puncturing mechanism 13:; comprises a cylinder 02 is performed by a release and control mechanism 5t, mounted along the interior wall of the shell, and a piston shown in Fig. 3, the controls being located near the 164 having an axially extending sharpened pin 1% aligned operator, such as the cockpit of an aircraft. Automatic directly below gas cylinder 94 and adapted to puncture release of pin 49, resulting in the release of compressed the latter when propelled by ejection spring lfiS; A. shield ejection spring 24, is accomplished by a force-responsive lid extends above and around the cylinder to prevent any device 52 operable whenever the aircraft is subjected to a interference from the balloon. The puncturing n1ccha predetermined impact, and in the illustrated embodiment, nism is latched in a sale position, shown in solid lines the force-responsive device comprises a weighted lever 54 in Fig. 5 by a pair of horizontally opposed latch pins i ii pivoted at 55 around a horizontal axi One end of lever adapted to extend into drilled seats formed in the 54 has a weight 56 and the other end is secured to the midcylinder Wall, each. pin 3.1.5:, being slidably mounted in a P0111! Of a lanyard 53 Which extends around a series of bracket 1.1.5 and actuated by an arm lid to a released po pulleys and attached to pin 49. Pulleys 60 and 62, losition, shown in broken lines, through a floating pivot llti cated on opposite sides of the secured end of lever fi -l, are I riding in an elongated slot Z519. Arm is fixed to and encircled by a loop of the lanyard, the midpoint of the m v ble by a con rol shaf 129, h l r having an l- P other side of the loop being connected to pin 4: around end journalled within puncturing pin 1% and the other a pulley 64 in a manner to ensure that pin 49 will be shaft end freely extending down through the cylinder bo pulled out by either vertical movement of the weighted tom and into space 8? terminating in a radial arm 12.. lever, indicated by the arrows. loving a cross-pin 12.4 arranged in the path of a corre- As a precaution against accidental operation of force- P 's' radial mm 7125 extending from a films? sham responsive device 52, there is provided a control lever 66 126. As shown in Fig. 1, release shaft i245 extends ctr nn cted by a cable 68 threaded arou d pulleys 7a t extensive with casing 86 being journallcd to casing flange an arming pin 72 which is capable of releasably locki g 87 and shell bottom 19, and has a lower radial arm i223 balance lever 54 in a secured condition. Control lever anchored to the bOtiOlTl y F1 {ensign p e Helm 66 can be located in the cockpit readily accessible to the shaft 126 is locked in a spring-biased position by a pin l32 P n in a Safe position, shown in solid li e i Fig 3 slidably extending through shell bottom 2) into the path arming pin 72 secures balance lever 54 in an inoperative of arm 328, which pin 132 is connected to and automate Position to disarm the fo c -r sponsive device. The pilot Cally withdrawn sulficiently to release arm lZShy a lancan position control lever 66 at Safe to ensure against Y when t'115 Shell is 6jc1cd- T0 mamiam ill: accidental shell release that might otherwise occur during Watertight inltlgrill of Space 39 when :3 Water carrier landing or during any other operation such as borne, pin 132. is provided with a c0ne-shapecl llangc i321: stowage. At all other operations, the automatic forceadapted to be w g in a wrrvsncndinsrin w s responsive deVl'Ce 2 is armed by moving co t l lever 5 in the shell bottom to seal the shell. Lanyard may to an A position, actuating Cable 3 to unlock amn'ng be a coil wire anchored to a lug 135 on housing pin 72 and balance lever 54 and permit automatic shell and is Capable of being Severed l 51mm elecllofl- 111C ejection. above release mechanism and lanyard 533 affords a sutl- A further ar e i provided f manual release cient time delay from shell ejection to balloon inflation to of release pin 49 by th il t meving ccntml jevel- 66 to ensure that the shelhtravels a sulhcient distance from the a third position, Manual Release, whenever the need arises. alrcraft to avold fouhng therewith" Cable 68 is furnished with an extension 74 connected di- ,Rotation of release Shaft 125 E 1 $11911 5 F 13 rectly to release pins 49 around a pulley 7 whereby utilized to energize radio transmitter nndcl oclz mechathe automatic forceqesponsivc device 52 can bfi bypassed msm 81 through an intermed ate arm 1 whicnactua tes a for manual release. An expandable portion '78 of extenswlich 135 gex ending through the side ail of sion 74 enables lever mcvgmem between Safe and Arm 6O casing 86 and connected to a conventional transmitter eonwithout pulling pin 49. Accordingly, release mechanism 9 ell-cult q H Y 50 affords the pilot an opportunity to select either autocclock mecimmsm. Snow F152 l f matie or manual release of shell ejection, or if the occgnvennenai eght'day Spring f i ffj" f casion necessitates to disarm automatic operation. L7 and i i three {lands i and As previously noted, shell 18 contains a plurality of 5 cold elapsed i i f i 3 59 i zfz signalling and indicating components that are energized i from Shel! 960mm f f 3 fi .6 upon shell ejection. Referring to Fig. l, a conventional i addmonia g l i 13 P :2 radio transmitter 80, a battery source 82 and a spool of eymg i radio 'i i l dullng rotation enga cs a series or raised bpilCkt contact antenna wire 84 for the transmitter are housed within 1 i suitable compartments of a water-ti ht casing so havin" symm-Jls Preferably consiiwuctad 80th i u r a Peripheral p 87 for suspension 5 an ientermediatz wide to simulate the dot-dasl1 of lviorse code iCtLClS 80o.

o 1 Both handL M and symbols 146 are insulated from the shell flange casing imposed splced rfilatlon to clock so that the intermittent contact completes the r; i the sldes f i of the to ensure a Posltwe buoy circuit and results in the transmission of a series of dicancy, 1f deslred, spaces 89 below flange 88 y be tress signals on a prescribed frequency for a given peri d filled with a buoyant material, such as polystyrene, not As shown in Fig. 6 three signals are transmitted in a 15 second period followed by a 45 second period of silence, although any other arrangement can be provided. Thus, the clock mechanism not only serves to key the transmission of the emergency signal, but also records the elapsed time from the crash.

To provide a suitable signalling device to aid in retrieving shell 18 especially during adverse conditions of visibility and darkness, the light float 148, as shown in Fig. 7, may be nested in deflated balloon 92 and ejected by balloon inflation the float being attached to the shell by a cord 149 anchored in the float by a hook 151. Float 148 comprises an inner container 150 encased by a covering 152 made of a suitable buoyant material, such as cork, and having a top opening through which extends a light bulb 154 mounted in a socket 156 which can be integral with container 150, and sealed therein by a sleeve 157. Batteries 158 are housed within container 150 and electrically connected to the bulb by a contact plate 160 in sulated from container 150 by a ring 161. A salt water switch 162 having a water inlet 164, below the water line, is mounted in the bottom of container 150 and connects the battery source to the light bulb upon immersion. The light bulb may be arranged to emit a steady or blinking light to assist in recovery of the survivor and the expended shell.

Operation of the indicator may be initiated automatically upon impact of the crashed vehicle by the forceresponsive device 52 (Fig. 3), or manually by pilot manipulation of control lever 66; in either instance release pin 49 is withdrawn from housing bottom 13 permitting rotation of shaft 30 and release latch mechanism 20. Shell 18 no longer being restrained is free to be propelled outward from the housing into free space by ejector spring 24 displacing cover 26 in its path. When lanyard 133 has reached the limit, release pin 132 is also yanked into shell bottom 19 permitting rotation of shaft 126 energizing transmitter 80 and clock signalling mechanism 81 through engagement of switch 136 by arm 134, and also releasing cylinder puncturing mechanism 100 to inflate balloon 92. Balloon inflation ejects the nestled light float 148 and extends antenna wire 84 for periodic transmission of the .emergency signal by the energized transmitter as controlled by sweep arm 144 and contacts 146 of clocksignalling mechanism 81 which automatically commences to record elapsed time. Shell 18 floats on the water, if such is the case, aided by the buoyant provisions in the shell spaces 89, and light float 148 upon immersion cornmences to emit a steady or blinking light. The indicator continues to function to aid rescue operations until recovery, at which time the clock signalling mechanism will indicate the elapsed time enabling rescuers to accurately determine time of crash and to decide whether to abandon or continue further rescue operations if such is the case.

The indicator of this invention offers advantages in construction, positive operation of the latching mechanisms, and more versatility in control. The housing shell and container are compactly arranged as a sealed unit and the component devices easily assembled therein. Both the shell and cylinder puncturing mechanism are controlled by latches which prevent accidental release, the latches being operated by positive action. Manual arming by the pilot of the force-responsive device reduces the likelihood of accidental release, and further provides a manual release of the shell should the occasion necessitate. A suflicient time delay is provided between shell ejection and balloon inflation to prevent fouling by the aircraft. Upon energization, the indicator commences to record the elapsed time while transmitting suitable emergency signals and ofiering visible indications of crash location.

Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.

i claim:

1. Vehicle crash position indicator comprising a cylindrical housing adapted to be mounted to the vehicle, an ejectable cylindrical shell positioned in the housing, one end of the shell being spaced from the end of the housing, means for latching the shell within the housing, means for automatically releasing said latch means when the vehicle is subjected to a predetermined impact, means for ejecting the shell from the housing upon release, said latch means comprising a freely rotatable shaft journalled at one end to the housing along the longitudinal axes thereof, and at the other end engageable with a catch exteriorly mounted to the shell, resilient means for rotating the shaft to disengage the latch, and cooperating means on the housing and shell for preventing rotation therebetween while permitting a longitudinal movement of the shell during ejection.

2. Vehicle crash position indicator comprising a tubular housing adapted to be mounted to the vehicle, an ejectable tubular shell positioned in the housing and spaced from one end thereof, means located in said space for ejecting the shell, a rotatable latch mechanism in said space for securing the shell to the housing against longitudinal movement, said latch mechanism comprising a longitudinal shaft journalled at one end to the housing and at the other end engageable with a catch at a base end of said shell, resilient means for urging said latch mechanism to a release position, a release pin for restraining said mechanism in a latched position, forceresponsive means for automatically releasing the latch mechanism by withdrawing the release pin from the latch mechanism when the vehicle is subjected to a predetermined impact, and means connected directly to the release pin for manual release of the pin.

3. The indicator of claim 2 wherein said shell is pro vided with an open compartment for housing a deflated balloon connected to an aerial, a gas cylinder for inflating said balloon, cylinder puncture mechanism operable upon ejection of the shell, means for actuating said puncture mechanism comprising a second longitudinal shaft extending in said shell journalled at one end, resilient means for urging said shaft to a released position, a pin extending through said base of the shell to restrain said resilient means, a lanyard connecting the pin to the housing for reelasing said shaft by ejection of the shell.

4. The indicator of claim 3, wherein, said shell contains a radio transmitter, a clock mechanism for recording the elapsed time of the crash, said radio transmitter and clock mechanism being actuated by rotation of said second shaft.

References Cited in the file of this patent UNITED STATES PATENTS 944,715 Blodgett Dec. 28, 1909 1,767,192 Stapleton June 24, 1930 1,874,185 Goldstein Aug. 30, 1932 2,149,808 Ellis Mar. 7, 1939 2,486,932 Elliott Nov. 1, 1949 2,500,809 Fennessey et al Mar. 14, 1950 2,628,307 Lloyd et a1. Feb. 10, 1953 FOREIGN PATENTS 135,441 Great Britain Nov. 27, 1919 

